Gas-engine.



M. L. WILLIAMS & S. E. WITT.

GAS E-G|NE. APPLICATION FILED AUG-5.1914.

Patented June 4, 1918.

[SHEETS-SHEET? WITT M. L. WILLIAMS 6L S GAS ENGINE.

APPLlcATloN FILED AuG.6.19x4.

Patented Juno 1, 1918.

SHEETSHSHEET 2.

E no ci sul II/I. L. WILLIAMS & S. E. WITT.

GAS ENGINE.

APPLICATION mw Mme, 19m.

leltentf'd June 1, 1918.

M. L. WILLIAMS L S. E. WITT.

GAS ENGINE.

APPLICATION HLED Aua.6, i914.

1 ,268,522. lat'elltvd Jmw 4, 1918.

SHEETS-SHEH 4.

IVI. L. WILLIAMS 6L S. E. WITT.

GAS ENGINE.

APILICATIou FILED AUG.6.19|4.

ISHETSv-SNI H 5.

- bmw N@ SO.

71ML. L. WM We IVI. L. WILLIAMS d; S. E. WITT.

GAS ENGINE.

APPUHTION FxLED AuG.6. 1914,

Patented Jum 4, 1918.

YSHEETS-'SHH'I 6.

777ML ,L MMM... LIME ma UNITED STATES PATENT OFFICE.

MARTIN L. WILLIAMS, 0F SOUTH BEND, INDIANA, AND SAMUEL E. WITT, 0FCHICAGO, ILLINOIS, ASSIGNORS, BY MESNE ASSIGNMENTS, TO AMERICANSLEEVE-VALVE MOTOR COMPANY, A CORPORATION OF DELAWARE.

GAS-ENGIN E.

To ali whom t ma concern.'

Be it known tiat we, MAiriiN L. lVii.- LIAMS, a citizen of the UnitedStates, residing in the city of South Bend, county ot' St. Joseph, andState of Indiana, and SAM- UBL E. lVl'rr, a citizen of the UnitedStates, residing in the city of Chicago, county of Cook, and State ofIllinois, have invented certain new and useful Improvements in(ias-Engines, 0f which the following is a specication.

This invention relates to improvements in gas engines and refers moreparticularly to a gas engine of a rotary sleeve type.

Among the salient objects of our invention are: to provide a device ofthe character referred to in which the cylinder and cylinder headconstructions may be formed of block castings, permitting these parts tobe formed of such light metal as aluminum, and without the necessity ofa nicety of adjustment, heretofore necessary in the castings of enginesof this type; to provide a construction in which the castings formingthe main poi'- tioii of the engine are protected from the explosionshocks and high temperature by means of separate shock-absorbing membersinserted in the c vlinder castings: to provide a construction in whichthese shockabsorbingl members preferably take thc forni ol' a bushingextending substantially throughout the length of the c vlinder wall andin combination with a cap held in position below the slab head: toprovide a construction in which the slab head can be iliade ot'aluminum. or other light material. and is shielded fi'oin direct contactwith the explosion flame: to utilize the cap which shields the slab headfrom the interioiI of the explosion chamber` as a means for supporting asealing ring for the uppei" end of the explosion chamber: to provide aconstruction in which the sealing ring above mentioned autoniaticallyseats against the inside surface of the rotary Sleeve and isself-adjusting to compensate for any irregularities therein: to providea construction of the type mentioned in which all meeting por tions ofthe cylinder castings and the slab head meet in a single plane: toprovide a construction in which a lubricating passage is formed betweenthe outer wall of the Specication of Letters Yatent.

Application tiled August 6, 1914.

Patented J une 4, 191B.

seriai No 855,458.

bushing and the inner wall of the cylinder casting, thus avoiding thenecessity -of outside or separate lubricating conduits; to provide aconstruction in which the conduits and passageways in the cylindercastings are formed with their inner faces open to permit of their beingmore readily cast and cleaned of obstructions formed during casting. theopen faces of the passageways or conduits being closed by the bushingheretofore referred to; to provide a construction in which the exhaustports at the upper and lower ends of the cylinders are connected bypassageways formed by the c vlinder wall and bushings in the mannerabove referred to, and the main exhaustI leading from the lower end ofthe cylinders; to provide a construction in which the cylimler is castwith the intahe passages open both on the inside and the outside of thecasting: to utilize the bushing above referred to for the purpose ofcompleting the inner wall of the passage and to utilize a slab plate forcompleting the entire outer wall of the intake manifold; to provide aconstruction in which the intake manifold is so arranged that thecarinii-eter can be p0- sitioiied at the rear end of the motor andsubstantially adjacent to the to) thereof; to provide a construction inwhich the castiiigcperation is greatly siiiiplitied and a minimummachining of parts is necessary, and. in general. to provide an improvedconstruction of the character referred to.

Invention consists in the matters hereinafter described and more[mrticularly pointed out in the appended claims.

ln the drawings- Figure 1 is a side elevation of our invention withparts broken away and shown in section.

Fig. Q is a vertical sectional view ou an enlarged scale taken ou lines2s-Q of Fig. 1. looking in the direction of the arrows.

Fig. 3 is a view similar to Fig. il. lintY tal'ten on lilies 3 3 ofFig. 1. and looking in the direction of the arrows.

Fig. 4 is a rear end view with the crank case shown in section.

Fig. 5 is a horizontal sectional view taken through lines 5 5 of Fig. 1and looking in the direction of the arrows.

Fig. G is a similar view taken on lines 6-6 of Fig. 1, and looking inthe direction of the arrows.

Fig. 7 is a perspective view of one of the cylinder caps.

Fig. 8 is a perspective view of one of the sealing rings.

Fig. 9 is a vertical sectional view of one of the cylinder castings.

Fig. 10 is a sectional view taken on line 10--11 of Fig. 1, and lookinupwardly.

Fig. 11 is a similar view llioking downwardly.

Fig. 12 is a erspective view of one of the stationary bus ings.

Fig. 13 is a erspective view of one of the rotary valve s eeves. f

Fig. 14 is a vertical sectional view showin the oling system, taken inline 14-14 o Fig. 6.

eferring to the drawings: 1 desi ates the cylinder castings; 2, the slabhea and 3, the crank shaft suitably mounted in the crank case 5. In thedrawings we have illustrated a multi-cylinder motor, thearticular'construction shown comprising our c linlders, 6, theindividual cylinders of w ich are designated by reference characters'A,B, C and D, thou h it is obvious that a. greater or less num er maybeemplolyed within the scope of my invention.

he cylinders, crankcasin and tl -wheel housing are preferably castintegra 1y, and may be made of aluminum, or other relatively lightmaterial. The construction of' the slab head is such that it may also becast from aluminum, if desired, since no part of the cylinder or slabhead is directly subjected to the explosion dgases.

Referring first to the etailed construction of one of the cylinders itwill be no ticed that the latter is provided at its upper end with inletports 7 and also exhaust rts 8. These last mentionedports do not,owever, discharge directly to the atmosphere, but are' connected to theypassages eading from the lower exhaust ports 9 in hereinafter describedin detail.

r and lower exthe manner Both the inlet and the :3Cp

haust ports are controll a. rotary sleeve 10, which is driven in timerelation to the crank shaft 3, and at any desired ratio. This sleeve ispositioned within the cylinder casting and extends throughout substantially its entire length. It does not, however, seat directlyagainst the cylinder casting but'iits within a ported bushing 11,

which also extends throughout substantially the entire length of thecylinder. This use of an-insert avoids the necessity of accuratemachining o'f the cylinder casting ports, such as would be required ifthe rotating' sleeve contacted directly with the walls of the casting.The' slab head 2 is also protected from botli theshock and extreme heatof the explosion chamber by means of a ca A 12 which seats on the upperedge of the ushing 11. The inner walls of the explosion chamber are thusformed by the bushing 11, cap 12 and the head 13 of the piston 14. Thislast mentioned element is provided with a suitable sealin ring, 15,which will prevent any leakage o the gases past the piston.

Leaka e is also prevented from the up er end of t e cylinder, and thisis preferalily accomplished by means of a Heating sealing ring 17,loosely supported bythe cap 12. The ring 17 is provided at its upperedge with a plurality of lugs, 18, extendng.in ward and adapted tointerlock with a plurality of flanges, 19, secured to the under portionof the cap 12. These lu'gs 18 and anges 19 are so positioned around .theperiphery of the ring and cap respectively that the lugs of the ring canbe positioned in between the flanfges of the ca and then, upon rotationo the parts, the ugs 18 will pass into re istration with the flanges 19,and can be ocked in this osition by means of a pin 20, extendingtlirough the cap and engaging a notch, 21, in one of the lugs of thering.

rom the above description it will be 0bvious that in the assembledposition of these parts the ring and ca are locked from rotativeadjustment an the cap 12 is itself locked from rotation by means ofmarginal slots 22, which receive the ears 23, on the bushing 10, whichin turn is keyed to the cylinder casting. The arran ement of the cap andring is such that w ile the latter is held from rotative movement it isfree to adjust itself to seat tightly against the inner surface of the`rotary sleeve. As shown in Fig. 8, the sealing ring 17 is split and hasits free end projecting from the portion secured by the pin 20, in thedirection in which the sleeve 10 rotates. Thus, if the engine runs lighton oil, or for any other reason abnormal friction occurs be tweenthesleeve and ring, the latter will be contractedl and automaticallyincrease the oil space between the ring and sleeve.

Inasmuch as the ring 1 extends down beyond the plane of both the inletport and the upper exhaust ports, it is provided with suitable ports,22', corresponding to the in let ports 7 and the upper exhaust ports 8.These various inlet and exhaust orts are arranged in pairs inequidistantA spaced relation around the c linders. Refgrrin to Figs. 5and 6, it ,wil be noticed that t ere are three inlet ports, 7, 7*, and7?,vfor each cylinder, all of which open into a common inlet passage,24. In casting the cylinder this passage `is left open at its outer sideand is closed by a slab plate, 25, secured to the cylinder casting byany suitable securing means, such as bolts 25. The inlet passage 24communicates with an inlet conduit 25, and is connected to a carbureter27, or other suitable device for supplying explosive mixtures to theengine. he inlet ports 7 and 7, of each cylinder are provided withseparate passa es 28 and 28a, but the inlet port 7l is positionedadjacent the corresponding port of the other cylinder of the pair, andboth are connected by a common passage, 28", to the main inlet passage24.

Opening in the same horizontal plane as the inlet ports 7, 7 and 7", isa corresponding number of exhaust ports, 8, S" and Se, for eachcylinder. As previously stated, these upper exhaust ports do not leaddirectly to the atmosphere, but are connected by vertically extendingpassageways with the lower exhaust ports 9, 9l and 9", and dischargetherewith into the common exhaust passage 29, which extendssubstantially along the entire one side of the cylinder casting. Theexhaust ports which are adjacent to this side of the cylinder castingare connected directly to the common exhaust passage 29, While theexhaust ports 9, which are adjacent to the other side of the cylindercasting, are connected to the exhaust outlet by means of a secondexhaust passage 30. The exhaust passage 29 is formed in the cylindercasting with its outer face open, in a manner similar to that in whichthe inlet exhaust passage 24 is formed, and is also provided with a slabplate 29, which coperates therewith to form a conduit through which theexhaust gases are led to the atmosphere.

The space surrounding the explosion chamber which is not utilized by theinlet and exhaust passages, is employed for cooling purposes, therebeing a plurality of vertically extending water passages, 31,distributed around each of the cylinders. At the lower end these waterpassages connect with a water chamber 32 and at their upper end openinto the water chamber 33, through registering ports 34 and 35, in thecylinder head and casing, respectively. This upper water chamber 33 hasa connection, 34', which leads to a radiator, or other cooling device(not shown). It will be noticed that the water in passing through theelongated chamber 32 is separated from the oil deck 35, by a thin Wall,36, and the Water thus serves to cool the oil as well as the cylindercasing.

The oiling system is as follows:

A suitable supply of oil is carried in the crank case 5, flywheelhousing 4, and oil pan 4', and from the latter it is fed by centrifucalforce through the passage 37, into the oil deck 35, leading from whichis a plurality of conduits, 3S, which lubrcate the crank shaft bearings,39. From this deck the oil is fed under pressure to lubricate the movingparts of the cylinder, in the following manner: At the lower end of eachcylinder is an oil inlet, 40, which registers with the lower end of avertical oil channel, 41, which is formed by leaving a verticallyextending open face recess, 42, in the wall of the cylinder casting, theopen face of such recess being closed by the outer wall of the b ushing10- At its upper end the oil channel 41 connects with a circumferentialgroove, 43, formed in the outer Wall of the bushing 10, and spaced aslight distance from the upper edge of this bushing. The oil forced upthe channel 41 discharges into the circumferential groove 43 and passesalong this groove both to the right and left, and is discharged into asimilarly formed channel, 46, on the opposite side of the cylinder. Atdifferent points in its circumference, the bushing 10 is provided withperforations, 45, which conduct the oil from the circumferential grooveto the inner surface of the bushing. The remaining oil is dischargedinto the return channel 46, and from this channel is fed throughapertures 44 to the rotary sleeve, the oil being carried around thesurface of the latter by the rotation of the sleeve itself, and anysurplus of oil is drained back into the crank case through the filter47.

As previousl stated, these rotary sleeves 10, are driven rom the crankshaft in timed relation and in any desired ratio of Speed relative tothe crank shaft speed, the particu-l lar ratio in the constructionillustrated being six to one. Any suitable train of stepdown gearing maybe employed, but the particular construction employed is as follows: 'Atthe lower end of each of the sleeves 10 is a worm wheel, 48. Each ofthese worm wheels is driven from a horizontally extending worm shaft,49, extending along one side of the cylinder casting. This worm shaft 49is driven from the crank shaft 3 by a chain 50', as indicated by dottedlines in Fig. 4, the speed of these two shafts being equal. Thestep-down is obtained through the worm gearing, the

j engaging teeth of the worm shaft and worm wheel being such that thelatter is driven at one-sixth of the speed of the worm shaft. In placeof forming the worm grooves directly in the worm shaft 49, I have formedthe latter on a plurality of bearings, 50 andv 51, each of w ich iskeyed to the shaft 49, as indicated alt 52, and locked from longitudinalmovement by adjustable members, 53 and 54. This novel arrangementpermits of the bearings being normally set to turn the rotary sleeves inapproximately the proper timed relation, and then yby adjusting thebearings 50 and 51 longitudinally on the shaft 49 the rotary sleeves canbe very accurately set to register in proper sequence. It will benoticed that the worms 50 are arranged to turn -the rotary sleeves D andB in clockwise direction while the worms 51 turn the cylinders C and Ain the opposite direction-that is, anti-clockwise.

Referrin now in detail to the manner in which tie inlet and exhaust ofthe engine are controlled by the rotary sleeves, attention isparticularly called to Figs. 5 and 6. The order of tiring of thecylinders is as follows: A, C, D and B.' In Fig. 5 the cylinder D isshown in the act of tiring, while the cylinder B, which is next inorder, has just closed its intake andA is starting its compressionstroke. The cylinder A, which follows the cylinder B in Yorder offiring, has just closed its exhaust ports and is about to open theintake ports. The cylinder C has opened its lower exhaust ports, asshown in Fig. (l, and is on the point of opening its upper exhaustports. The piston 14 is on its down stroke in cylinder C and is startinto uncover the lower exhaust ports, which are practically entirely open,at the same time that the upper exhaust ports start to open.

It is obvious from this arrangement that a remarkably quick and thoroughexhaust is obtained, and that both the inlet and exhaust ports of thecylinders can be governed by a single rotar sleeve for cach cylinder.Moreover, this a vantage is obtained without the use of complicatedcastings, and the inlet, exhaust and oil4 passages are cast asopen-faced channels which are completed by the bushings, and if at anytime the cylinders become scored a new bushing can be readily inserted.In case it is desiredto remove one of the bushings, or other parts, itis only necessary to remove the slab head 2 and lift the caps 1:2 offthe cylinders. The spark plugs 55 are accessible through a cap 56,carried by the slab head :2 and secured thereto by means of members 57,the construction being such that this cap can be removed withoutinterfering with the main slab head. It will also be noticed that theintake conduit Q6 is so formed that the carburetor '.27 may be locatedat the rear end of the motor 'at a relatively high point, whereby it canbe conveniently positioned for adjustment.

By supporting the sealing ring 17 from the cap 12 in the manner abovedescribed, we not only maintain a self-adjusting tight seal between thering and the sleeve, but are enabled to position all meeting portionsofthe cylinder construction and the slab head 2 in a single horizontalplane. The same single plane arrangement is maintained with respect tothe engaging portions of the intake and exhaust slabs which close thosepassages on the outside of the cylinder casing, and the machining andassembling of parts is thus greatly simplified. Moreover, by using theported bushing the ports can be very accurately machined in the lat vofthe cylinder opening, a slab head ter prior to the insertion of thebushing within the c linder.

lVhile we iave shown the oil conduits as formed by leaving open-facedrecesses in the cylinder casting, it is obvious that they could beformed byleaving the recess in the bushing and having it closed by thesmooth surface of the casting. and various other changes can be madewithout departing from the scope of our invention, as we do not desireto limit it to the details of construction shown, except as set forth inthe appended claims.

ll'e claim as our inventionl. In a gas engine, the combination with acasting having a cylinder opening, of a slab head for said casting. ashock absorbing bushing inserted in said cylinder open- .inUx a )ortedrotar valve sleeve in said bushing, and means for conducting lubricantto said valve sleeve, comprising condu-its formed by open faced recessesformed in the cylinder casting. the open recesses being closed by theouter \\'-\ll ot' the inserted bushing.

'2. Inia gas engine, the combination with a cylinder construction,consisting of a casting having a cylinder opening and inlet and exhaustports, of a ported shock absorbing bushing inserted in said cylinder,and a ported rotary valve sleeve in said bushing, said casting having aseries of open faced recesses` .and the outer wall of said bushingcooperating with saidrecesses to form a conduit through which alnbricantis conducted to said sleeve.

3. In a gas engine, the combination with a cylinder constructionconsisting of a casting having a cylinder opening, a shock absorbingbushing inserted in said cylinder opening, a rotary valve sleeve in saidbushing, said bushing and sleeve extending throughout substantially theentire 4len t or closing tie open end of said casting, a cap inserted insald cylinder opening below said head engaging the up er end of saidbushing but spaced a slig t distance from the upper end of said sleeve,and means for furnishing lubricant to said sleeve.'

4. In a gas engine, the combination with a plurality of cylinderconstructions, formed from a unitary casting, of a shock absorbingbushing inserted in each cylinder, a ported rotary valve sleeve in eachbushing, a cap resting on the upper edge. of each bushing, and a sealingring suspended from each cap, said ring being sufficiently free to moveto compensate for any irregularities in alinement, and a slab head forclosing the upper end of said casting, the contactin portions of saidslab head and 'casting al lying in substantially the same plane.

5. In a gas engine, the combination with a plurality of cylinderconstructions, formed from a unitary casting, and having a series ofopen faced conduits, of a ported shock absorbing bushing inserted insaid cylinder inclosing said conduits, said bushing having near itsupper end a plurality of inlet ports and a plurality of exhaust ports,and at its lower end a plurality of exhaust ports, a ported rotary valvesleeve in said bushin controlling the inlet and exhaust ports, sai upperexhaust ports being connected to the lower exhaust ports by saidconduits.

6. In a gas engine, the combination with a plurality of cylinderconstructions, formed from a unitary casting and havin a series ofopen-faced conduits, of a shoc absorbing bushing inserted in eachcylinder opening and closing the open faces of said conduits, a. slabhead for closing the upper end of said casting, and a cap inserted 1neach cylinder opening below said head.

7. In a gas engine, the combination with a plurality of cylinderconstructions, formed ironia unitary casting, of a shock absorbingbushing inserted in each cylinder open ing, a rotary valve sleeve insaid bushing, a slab head for closing the upper end of said casting, aseries of caps inserted in said cylinder openings below said head, and asealin rin suspended from each cap, and exten ing 1nto the correspondingbushing.

8. In a gas engine, the combination with cylinder construction,consisting of a casing having a series of open faced conduits arrangedequidistantly around the vertical wall of the cylinder and forming aplurality of inlet and a plurality of exhaust ports, of a stationaryshock absorbing bushing having laterally arranged ports coperating withsaid conduits, said bushing serving to close the conduits, a portedrotary valve sleeve in said bushing and a piston in said sleeve.

MARTIN L. VILLIAMS. SAMUEL E. VITT.

Witnesses:

F. L. BnLKNAr, JULIA M. BRisToL.

